Automatic train-stop.



A. JOHNSON.

AUTOMATIC TRAIN STOP.

APPLICATION FI LED AUG.16, 1913.

LMJ268 Patented May 18, 1915.

3 SHEETSSHET I.

THE NORRIS PETERS 50., PHDTO-LITHQ, WASHINGTON, D. c,

3 SHEETSSHEET 2.

Patented May18, 1915.

w w Iai A. JOHNSON.

AUTOMATIC TRAIN STOP.

APPLICATION FILED AUG.I6, 1913.

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THE NORRIS PETERS 60., PHOTO-LITHQ. WASHINGTON. D4 C.

Wbbwaooeo A. JOHNSON.

AUTOMATIC TRAIN STOP.

APPLICATION FILED AUG.I6, 1913.

Patented May 18, 1915.

3 SHEETS-SHEET \A .lllli amauto a THE NORRIS PETERS 60.,FHOm-LIT14Q, WASHINGTON. D C,

unrrnn srn rns rarrnrrr ALBERT JOHNSON, OF COLEMAN, ALBERTA, CANADA.

Application filed August 16, 1913.

To all whom it may concern Be it known that I, ALBERT JOHNSON, a subject of the King of Great Britain, residing at Coleman, in the Province of Alberta and Dominion of Canada, have invented certain new and useful Improvements in Automatic TraineStops; and l do hereoy declare the following to be a full, clear, and xact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in automatic train stops which will stop train running at a high rate of speed without the necessity of any manual operation.

Another object of my invention is the proision of such a device which will stop a train running at a high rate of speed without causing undue jarring and jolting which sometimes ends disastrously when the ordinary type of train stops is in use.

A still further object of my invention is the provision of such a device by which the steam feeding; to the cylinders may be cut off and the air brakes applied.

Still another object of my invention is the provision of such a device which will be operated from a track tri n this track trip being adapted to be operated automatically from the switch tower and controlled by the man in charge.

With the above and other objects in view I now proceed to describe my invention in the following specification and accompanyins drawings in which,

Figure 1 is a side view of the valve operating mechanism, Fig. 2 is a top plan view of the trucks showing the brake mechanism applied thereto, Fig. 3 is an enlarged detail plan view of the tripping block, Fi 4: is an end view of Fig. 3. 5 is a detail view of the tripping bar. 6 is a view similar to Fi 1, showing the mechanism in its raised position. Fig. 7 is a side view of my improved tripping block showing the same as it would appear when set to stop a train, 8 is a view of 7 showing the same when it is removed from the set position, Fig. 9 is a detail view of one of the valves, and Fig.10 is a view similar to Fig. 9 showing said valve in its open position.

Referring; to the drawings by characters of reference 1 indicates the frame of a locomotive having rotatably mounted therein Pate. May it ieis.

Eerial N0.

the usual wheels 2. l hese wheels are secured to the axles 8 and are adapted to run upon the track which is indicated by the numeral 1-. The usual brake cylinder 5 is carricd by the frame of said locomotive and is connected to the brake operating mechanism by the lever This brake operating mechanism preferably comprises the bar 7 which is connected to a suitable linl; 8 intermediate its ends. This link 8 is provided with apertures by means of which the bars 9 and 10 are secured to the ends of said link. The ends of these bars 9 and 10 opposite the link 8 are preferably connected to the trans- :crsely extending bars 11 w iich are adapted to carry the brake shoes 12.

My improved track tripping mechanism preferably comprises a suitable base plate 13 which ias formed intepi ly with each side thereof the 11 these iianges 1% being adapted to overlie the tongues 15 and act as guides for the block 16, with which said tongues 15 are formed integrally. This block 16 is preferably provided with an aperture 17 through which the bolt 18 is adapted to pass. Suitable heads 19 are formed on each end of the bolt and are adapted to act as stops for the coil springs Q0 which are so arranged that they exert their pressure in opposite directions and thereby hold the bolt in position. A suitable car 21 is formed integrally with the lower extremity of the block 16 and extends outwardly therefrom. This ear is provided to form a means by which the arm 29 may be operatively attached to the block. This is extended as clearly shown in Fig. 3 and forms the bell-crank to which the controlling wires 23 are adapted to be secured and thereby provide a means to control the position of the block with relation to the track.

Having described the construction of the arm 22 locomotive and the tracl: trip it will now 26 is preferably provided with an aperture which is adapted to receive a pin 29 by means of which the lever 30 is adapted to be pivotally secured to said bar. Intermediate the upper extremity of the bar 26 and the enlarged portion 27 I preferably provide the notches 31, the use of which will be more fully hereinafter described. The lever 30 is preferably pivotally mounted to the plate 221 by means of the pin 32 which extends through said plate and through an aperture in the lever as is clearly illustrated in Fig. 1. A suitable coil spring 33 is preferably provided at its upper extremity with a suitable loop 31 which is adapted to extend around the pin 32 and secure said pin in position on the plate 2 1. The lower end of the spring is adapted to abut theannular flange 28 and normally force the bar 26 downwardly.

A suitable lever 36 is pivotally secured to the plate 241 and is connected by means of a link 37 to the pawl 38 which is adapted to engage the shoulders formed by the notches 31 in the bar 26 and hold the same in its raised position after the device has been tripped. Pivotally secured adjacent the upper extremity of the lever 36 I preferably provide a bar 39 which extends rearwardly as is clearly illustrated in Fig. 1 to the lever 40 which in turn is connected to the stem of the valve 41 which is adapted to relieve the pressure in the brake cylinder 5.

The steam which passes from the throttle valve is preferably conducted through the pipe 12 which is provided with a suitable valve 43 having a suitable lever 44 attached thereto. This lever 11 is preferably slotted as illustrated by the numeral 415 and is provided to control the valve. A suitable auxiliary air pipe 46 is connected from the main supply tank to the brake cylinder 5 and the flow of air through said pipe is controlled by means of a valve similar to the valve in the steam pipe. The lever 30 has provided at its free end a suitable pin which is adapted to extend through the slots in the respective levers of the valves and thus, it will be seen that when said lever descends the steam valves will be closed and the air valve opened, thereby shutting off the power and applying the brakes.

The tripping bar which is indicated by the numeral 47 has formed integrally with each end thereof the suitable downwardly extending portions 48 which are adapted to be engaged by the tripping block 16 and caused to rock. This rocking action will be transmitted to a suitable block 49 which is so arranged that the upper surface thereof will be in contact with the lower surface of the enlarged end 27 formed on the bar 26.

Copies of this patent may be obtained for Thus, it will be obvious that when the block is rocked the bar 26 will be forced upwardly,

thereby causing the levers to perform their respective functions and bring the train to a stop. After the train has been brought to a standstill it will be impossible for the power to again be applied without the engmeer or some other authorized person reinvention as defined in the appended claims. I

What I claim is:

1. In a device of the character describe a track trip, a plate secured to a locomotive, a rocker arm adapted to be engaged by said track trip, a bar slidably mounted on said plate, means on the rocker arm to engage the bar and slide the same vertically, a spring adapted to exert downward pressure on the bar, a lever pivotally secured to the upper extremity of the bar and adapted to operate valves in the steam and air pipes, a pawl adapted to engage notches in the bar, a lever connected to said pawl, and means connected to said lever to exhaust the air from a brake cylinder.

2 In a device of the character described a track trip, a plate secured to a locomotive, a rocker arm pivoted near the lower end of the plate, a brake cylinder carried by said locomotive, a bar slidably mounted on said plate, ratchet teeth formed integrally with said bar intermediate its ends, an enlarged portion formed at the lower extremity of the bar and adapted to be engaged by the rocker arm, a lever pivotally secured to the upper Y extremity of the bar, said lever being adapted to actuate valves in the steam and air pipes, a pawl pivotally secured to the plate, a lever operatively connected with the pawl, a releasing valve connected to the brake cylinder, and a link connecting the lever and the air releasing valve.

In testimony whereof I affix my signature in presence oftwo witnesses. v g V ALBERT JOHNSON. Witnesses:

ARTHUR F. CUNNING, H. C. MOBURNEY.

five cents each, by addressing the Commissioner of Batents, Washington, D. G. 

